Engine system with air diverter

ABSTRACT

A disclosed engine system includes an engine having upper and lower portions, an ancillary component positioned above the upper portion of the engine and having upper and lower portions, and an air diverter adjacent to both the upper portion of the engine and the lower portion of the ancillary component.

TECHNICAL FIELD

An engine system with an air diverter such as a baffle and baffle housing mounted on an engine is disclosed herein.

BACKGROUND

During normal operation, an internal combustion engine generates significant heat due to combustion, friction and other phenomena. Without proper thermal management, this heat may quickly cause the engine to experience reduced performance, shortened life, damage, and ultimately, complete failure. Thermal management of the engine may be accomplished by providing fluid and air flows within or in close proximity to the engine, including cooling fluids such as water and fuel, lubricating fluids such as oil, and cooling components such as fans and heat exchangers. Such cooling components may further include components and assemblies for directing, diverting, or deflecting air flows to better optimize the cooling of the engine.

U.S. Patent Application Publication No. US 2008/0142285 A1 to McCurdy et al. discloses a system including an airflow provider and an airflow redirector configured to receive a portion of the airflow produced by the airflow provider and to redirect the portion of the airflow to a power source compartment. The airflow redirector includes a diverter device configured to direct air into a duct section, which in turn redirects air into the power source compartment.

SUMMARY

A disclosed engine system includes an engine having upper and lower portions, an ancillary component positioned above the upper portion of the engine and having upper and lower portions, and an air diverter adjacent to both the upper portion of the engine and the lower portion of the ancillary component.

A disclosed engine system includes an engine housing defining an engine compartment and an engine substantially residing in the engine compartment. The engine has upper and lower portions and defines a longitudinal axis. The engine system further includes an exhaust stack in fluid communication with the engine compartment. The exhaust stack includes an exhaust pipe and an exhaust tube residing at least partially within the exhaust pipe. The engine system still further includes an ancillary component positioned above the upper portion of the engine and having upper and lower portions, and an air diverter adjacent to both the upper portion of the engine and the lower portion of the ancillary component and oriented in substantially non-parallel relation to the longitudinal axis defined by the engine. The air diverter includes a baffle attached to a baffle housing.

A disclosed engine system includes an engine housing defining an engine compartment and an engine substantially residing in the engine compartment. The engine has upper and lower portions and defines a longitudinal axis. The engine system further includes an exhaust stack in fluid communication with the engine compartment. The exhaust stack includes an exhaust pipe and an exhaust tube residing at least partially within the exhaust pipe. The engine system still further includes an exhaust aftertreatment component connected to the engine, positioned above the upper portion of the engine, and having upper and lower portions, a cradle configured to carry the exhaust aftertreatment component, and first and second air diverters. Each air diverter is adjacent to both the upper portion of the engine and the lower portion of the ancillary component and is oriented in substantially non-parallel relation to the longitudinal axis defined by the engine. Each air diverter includes a baffle attached to a baffle housing that includes a top panel and first and second opposing side panels, the top panel of the baffle housing of each air diverter being attached to the cradle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a fragmentary elevational view of an engine system;

FIG. 2 is a perspective view of an air diverter of an engine system according to an embodiment of the invention;

FIG. 3 is a fragmentary elevational view of the air diverter shown in FIG. 2 mounted on a cradle of an engine system according to an embodiment of the invention;

FIG. 4 is a fragmentary elevational view of an engine system according to an embodiment of the invention, including the air diverter shown in FIGS. 2 and 3 and the cradle shown in FIG. 3;

FIG. 5 is a perspective view of an air diverter of an engine system according to an embodiment of the invention in which the air diverter defines a port; and

FIG. 6 is a fragmentary perspective view of an engine system according to an embodiment of the invention, including the air diverter shown in FIG. 5.

DETAILED DESCRIPTION

An engine system is shown broadly at reference numeral 10 in FIG. 1. The engine system 10 includes an internal combustion engine 11 substantially residing in an engine compartment 12 defined by an engine housing 13. The engine 11 may be a power source for machines, vehicles, and systems utilized in a wide variety of applications, such as an off-highway vehicle or earthmoving machine in a construction, mining, or landfill application, an on-highway vehicle or earthmoving machine in a construction or transportation application, commercial or pleasure watercraft, a generator set, or an oil or gas drilling system. The engine 11 defines a longitudinal axis “LA” and includes upper and lower portions 70, 71.

The engine system 10 further includes components ancillary to the engine 11 that are attached, connected, or mounted adjacent or proximal to the upper portion 70 of the engine 11, for instance above the upper portion 70 of the engine 11. These ancillary components 14 may include components for handling exhaust from the engine 11 and may include upper and lower portions 80, 81. As shown in FIG. 1, among the exhaust handling components may be an exhaust aftertreatment system including exhaust aftertreatment components connected to the engine 11. These exhaust aftertreatment components may include canisters 15 that house a diesel particulate filter and/or a diesel oxidation catalyst (not shown), a tank (not shown) containing diesel exhaust fluid (e.g., urea) for a selective catalytic reduction (SCR) system, and/or a sensor (not shown) for monitoring nitrogen oxide (NO_(x)) levels in the exhaust. The canisters 15 may be mounted on a cradle 20 carried by cradle supports 21 mounted to the engine 11. The canisters 15 generally define a plane “P1” proximal to the engine 11, while the engine 11 generally defines a plane “P2” proximal to the canisters 15 and substantially parallel to the plane “P1” defined by the canisters 15. A gap “G” between the canisters 15 and the engine 11 is defined between the planes “P1” and “P2”.

The exhaust handling components further include an exhaust stack 22. The exhaust stack 22 is in fluid communication with the engine compartment 12 and is configured to cause air to flow in a direction substantially parallel to the longitudinal axis “LA” defined by the engine 11 during operation of the engine 11. The exhaust stack 22 includes exhaust tubes 23 and exhaust pipes 30. The exhaust tubes 23 each extend from one of the canisters 15 into one of the exhaust pipes 30 to reside at least partially within one of the exhaust pipes 30. The exhaust pipes 30 are mounted on an exterior surface 31 of the engine housing 13. Each exhaust tube 23 is substantially smaller in diameter than the corresponding exhaust pipe 30. Further, each exhaust tube 23 extends a substantially shorter distance above a plane “P3” defined by the engine housing 13 than the corresponding exhaust pipe 30. As one of ordinary skill in the art would recognize, these dimensions and orientations of the exhaust tubes 23 and the corresponding exhaust pipes 30 create a differential between the pressure of the exhaust flowing from the exhaust tubes 23 and the pressure of the ambient air residing in the exhaust pipes 30 and the engine compartment 12. As the atmospheric pressure of the ambient air in the exhaust pipes 30 and the engine compartment 12 and the subatmospheric pressure of the exhaust flowing from the exhaust tubes 23 attempt to equalize in the exhaust pipes 30, the Venturi effect causes a generally upward suction of the ambient air in the engine compartment 12 into the exhaust pipes 30.

Air flow “AF” caused by the generally upward suction assists with cooling the engine 11 during operation. However, the air flow “AF” generally does not reach the gap “G” and thus leaves the ambient air in the gap “G” substantially still. As a result, components (not shown) proximal to the gap “G” receive little cooling from the air flow “AF”. Some of these components (e.g., connectors, wire harnesses, sensors, etc.) may include temperature-sensitive materials such as plastic and rubber. Absent a cooling air flow, such components may experience decreased performance, shortened life, damage, or failure.

Turning now to FIGS. 2, 3, and 4, an air diverter 32 is attached to the cradle 20 that carries the canisters 15 of the exhaust aftertreatment system. The air diverter 32 is oriented in substantially non-parallel relation to the longitudinal axis “LA” defined by the engine 11. Further, the air diverter 32 is adjacent to both the upper portion 70 of the engine 11 and the lower portion 81 of the ancillary components 14.

The air diverter 32 includes a primary air diversion structure such as a baffle 33. The baffle 33 is mounted within a baffle housing 34. The baffle housing 34 includes two opposing side panels 35 and a top panel 40. The top panel 40 includes two opposing side edges 41, a top edge 48, a bottom edge 49 opposite the top edge 48, an interior surface 42, and an exterior surface 43. The side panels 35 also each include an interior surface 44, an exterior surface 45, a top edge 46, and a bottom edge 47 opposite the top edge 46. The top edges 46 of the side panels 35 are mounted to the interior surface 42 of the top panel 40 in proximal relation to the corresponding side edges 41 of the top panel 40 and in substantially parallel relation to one another. The baffle 33 includes a top edge 50 defining an axis “A1”, a bottom edge 51 in substantially parallel relation to the axis “A1”, and two opposing side edges 52, 53 defining axes “A2” and “A3”, respectively, in substantially parallel relation to one another and in substantially perpendicular relation to the axis “A1”. Further, the baffle 33 resides in a plane “P4” that intersects the plane “P1” to form supplementary angles α and β of approximately 16 and 164 degrees, respectively. At least a portion of the top edge 50 of the baffle 33 is mounted to the interior surface 42 of the top panel 40 and at least a portion of each of the side edges 52 of the baffle 33 is mounted to the interior surfaces 44 of the corresponding side panels 35. Each of the side edges 52 of the baffle 33 may extend beyond the bottom edges 47 of the respective side panels 35 and inward from the respective side panels 35 to form a cutaway edge 54. The cutaway edges 54 of the baffle 33 may ease handling of the baffle housing 34 during shipping, installation, and maintenance. The baffle 33 further includes first and second opposing major surfaces 56, 57, the first major surface 56 generally facing the top edge 48 of the top panel 40 and the second major surface 57 generally facing the bottom edge 49 of the top panel 40.

The air diverter 32 may optionally be configured to accommodate proximal engine components. For instance, as shown in FIGS. 5 and 6, the top panel 40 of the baffle housing 34 cooperates with the baffle 33 to define a port 55 for receiving a crankcase ventilation component 60. Specifically, the top panel 40 of the baffle housing 34 defines an opening 61 configured to receive the crankcase ventilation component 60, while the baffle 33 mounted to the top panel 40 includes an arcuate edge portion 62 aligned with the opening 61 in the top panel 40 to form the port 55 for receiving the crankcase ventilation component 60.

As shown in FIGS. 3 and 4, multiple air diverters may be employed in the engine system 10. For instance, first and second air diverters 90, 91 may be mounted substantially opposite one another, for instance by being attached to opposing sides of the cradle 20 carrying the canisters 15 of the exhaust aftertreatment system.

INDUSTRIAL APPLICABILITY

As described above, due to the configuration of the exhaust stack 22, a resulting Venturi effect creates the air flow “AF” in the engine compartment 12. The air diverter 32 diverts a portion “AFP” of the air flow “AF” toward the gap “G” between the engine 11 and the ancillary components 14 (e.g., the illustrated exhaust aftertreatment system components discussed above). Specifically, the diverted air flow portion “AFP” is drawn toward the air diverter 32 and underneath the top panel 40 of the baffle housing 34. The top panel 40 and the side panels 35 of the air diverter 32 protect the baffle 33 from being damaged or dislodged during use of the engine 11 and enhance the structural rigidity and integrity of the baffle 33. The top panel 40 and the side panels 35 of the air diverter 32 also assist with preventing the diverted air flow portion “AFP” from rejoining the undiverted air flow “AF” and assist with directing the diverted air flow portion “AFP” toward the baffle 33. Upon encountering the second major surface 57 of the baffle 33, the diverted air flow portion “AFP” is urged toward the gap “G”. Once in the gap “G”, the diverted air flow portion “AFP” reduces the temperatures of components below the canisters 15 and proximal to the gap “G” in at least two ways—directly by convection and indirectly by reducing the radiant heat of the canisters 15. In this way, the diverted air flow portion “AFP” helps prevent the components proximal to the gap “G” from overheating and experiencing temperature-associated damage, performance reduction, life reduction, and failure.

Many variations of the disclosed embodiments are within the scope of the invention. For instance, the structural geometry of the air diverter, including the angle of the baffle and the contours of the baffle housing, could be significantly altered without departing from the scope of the invention. By way of further example and not by way of limitation, the air diverter could alternatively be mounted to one or more engine components other than the cradle for the canisters and could be positioned to assist with cooling components other than those proximal to the gap “G”. These and other variations of the disclosed embodiments could be practiced without departing from the scope of the invention, as the invention is defined by the claims. 

1. A engine system, comprising: an engine having upper and lower portions; an ancillary component positioned above the upper portion of the engine and having upper and lower portions; and an air diverter adjacent to both the upper portion of the engine and the lower portion of the ancillary component.
 2. The engine system of claim 1, wherein the air diverter is oriented in substantially non-parallel relation to a longitudinal axis defined by the engine.
 3. The engine system of claim 2, further comprising an engine compartment and an exhaust stack in fluid communication with the engine compartment, the exhaust stack including an exhaust pipe and an exhaust tube residing at least partially within the exhaust pipe, the exhaust stack being configured to cause air to flow in a direction substantially parallel to the longitudinal axis defined by the engine during operation of the engine.
 4. The engine system of claim 1, wherein the ancillary component is an exhaust aftertreatment component connected to the engine.
 5. The engine system of claim 4, further comprising an engine compartment and an exhaust stack in fluid communication with the engine compartment, the exhaust stack including an exhaust pipe and an exhaust tube connected to the exhaust aftertreatment component and residing at least partially within the exhaust pipe.
 6. The engine system of claim 1, wherein the air diverter is a first air diverter and the engine system further comprises a second air diverter.
 7. The engine system of claim 1, wherein the air diverter comprises a baffle attached to a baffle housing.
 8. The engine system of claim 7, wherein the baffle and the baffle housing cooperate to define a port.
 9. The engine system of claim 8, wherein the baffle housing includes a top panel and first and second opposing side panels.
 10. The engine system of claim 9, wherein the top panel of the baffle housing is attached to a cradle configured to carry the ancillary component.
 11. The engine system of claim 10, wherein the ancillary component is an exhaust aftertreatment component connected to the engine.
 12. The engine system of claim 11, wherein the exhaust aftertreatment component is a canister.
 13. An engine system, comprising: an engine housing defining an engine compartment; and an engine substantially residing in the engine compartment, having upper and lower portions, and defining a longitudinal axis; an exhaust stack in fluid communication with the engine compartment, the exhaust stack including an exhaust pipe and an exhaust tube residing at least partially within the exhaust pipe; an ancillary component positioned above the upper portion of the engine and having upper and lower portions; and an air diverter adjacent to both the upper portion of the engine and the lower portion of the ancillary component and oriented in substantially non-parallel relation to the longitudinal axis defined by the engine, the air diverter comprising a baffle attached to a baffle housing.
 14. The engine system of claim 13, wherein the air diverter is a first air diverter and the engine system further comprises a second air diverter.
 15. The engine system of claim 13, wherein the baffle and the baffle housing cooperate to define a port.
 16. The engine system of claim 13, wherein the baffle housing includes a top panel and first and second opposing side panels.
 17. The engine system of claim 16, wherein the top panel of the baffle housing is attached to a cradle configured to carry the ancillary component.
 18. The engine system of claim 17, wherein the ancillary component is an exhaust aftertreatment component connected to the engine.
 19. The engine system of claim 18, wherein the exhaust aftertreatment component is a canister.
 20. An engine system, comprising: an engine housing defining an engine compartment; and an engine substantially residing in the engine compartment, having upper and lower portions, and defining a longitudinal axis; an exhaust stack in fluid communication with the engine compartment, the exhaust stack including an exhaust pipe and an exhaust tube residing at least partially within the exhaust pipe; an exhaust aftertreatment component connected to the engine, positioned above the upper portion of the engine, and having upper and lower portions; and a cradle configured to carry the exhaust aftertreatment component; first and second air diverters, each air diverter being adjacent to both the upper portion of the engine and the lower portion of the exhaust aftertreatment component and oriented in substantially non-parallel relation to the longitudinal axis defined by the engine, and each air diverter comprising a baffle attached to a baffle housing comprising a top panel and first and second opposing side panels, the top panel of the baffle housing of each air diverter being attached to the cradle. 